Method and apparatus to control input speed profile during inertia speed phase for a hybrid powertrain system

ABSTRACT

A method for controlling a powertrain includes executing a shift, determining a plurality of input acceleration profiles for controlling an engine and an electric machine, determining an input speed profile, and controlling operation of the engine and the electric machine based upon the input speed profile.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No.60/983,268 filed on Oct. 29, 2007 which is hereby incorporated herein byreference.

TECHNICAL FIELD

This disclosure pertains to control systems for electromechanicaltransmissions.

BACKGROUND

The statements in this section merely provide background informationrelated to the present disclosure and may not constitute prior art.

Known powertrain architectures include torque-generative devices,including internal combustion engines and electric machines, whichtransmit torque through a transmission device to an output member. Oneexemplary powertrain includes a two-mode, compound-split,electromechanical transmission which utilizes an input member forreceiving motive torque from a prime mover power source, preferably aninternal combustion engine, and an output member. The output member canbe operatively connected to a driveline for a motor vehicle fortransmitting tractive torque thereto. Electric machines, operative asmotors or generators, generate an input torque to the transmission,independently of an input torque from the internal combustion engine.The electric machines may transform vehicle kinetic energy, transmittedthrough the vehicle driveline, to electrical energy that is storable inan electrical energy storage device. A control system monitors variousinputs from the vehicle and the operator and provides operationalcontrol of the powertrain, including controlling transmission operatingrange state and gear shifting, controlling the torque-generativedevices, and regulating the electrical power interchange among theelectrical energy storage device and the electric machines to manageoutputs of the transmission, including torque and rotational speed.

Transmissions within a hybrid powertrain, as described above, serve anumber of functions by transmitting and manipulating torque in order toprovide torque to an output member. In order to serve the particularfunction required, the transmission selects between a number ofoperating range states or configurations internal to the transmissiondefining the transfer of torque through the transmission. Knowntransmissions utilize operating range states including fixed gear statesor states with a defined gear ratio. For example, a transmission canutilize four sequentially arranged fixed gear states and allow selectionbetween the four gear states in order to provide output torque through awide range of output member speeds. Additively or alternatively, knowntransmissions also allow for continuously variable operating rangestates or mode states, enabled for instance through the use of aplanetary gear set, wherein the gear ratio provided by the transmissioncan be varied across a range in order to modulate the output speed andoutput torque provided by a particular set of inputs. Additionally,transmissions can operate in a neutral state, ceasing all torque frombeing transmitted through the transmission. Additionally, transmissionscan operate in a reverse mode, accepting input torque in a particularrotational direction used for normal forward operation and reversing thedirection of rotation of the output member. Through selection ofdifferent operating range states, transmissions can provide a range ofoutputs for a given input.

Operation of the above devices within a hybrid powertrain vehiclerequire management of numerous torque bearing shafts or devicesrepresenting connections to the above mentioned engine, electricalmachines, and driveline. Input torque from the engine and input torquefrom the electric machine or electric machines can be appliedindividually or cooperatively to provide output torque. However, changesin output torque required from the transmission, for instance, due to achange in operator pedal position or due to an operating range stateshift, must be handled smoothly. Particularly difficult to manage areinput torques, applied simultaneously to a transmission, with differentreaction times to a control input. Based upon a single control input,the various devices can change respective input torques at differenttimes, causing increased abrupt changes to the overall torque appliedthrough the transmission. Abrupt or uncoordinated changes to the variousinput torques transmitted through a transmission can cause a perceptiblechange in acceleration or jerk in the vehicle, which can adverselyaffect vehicle drivability.

Various control schemes and operational connections between the variousaforementioned components of the hybrid drive system are known, and thecontrol system must be able to engage to and disengage the variouscomponents from the transmission in order to perform the functions ofthe hybrid powertrain system. Engagement and disengagement are known tobe accomplished within the transmission by employing selectivelyoperable clutches. Clutches are devices well known in the art forengaging and disengaging shafts including the management of rotationalvelocity and torque differences between the shafts. Engagement orlocking, disengagement or unlocking, operation while engaged or lockedoperation, and operation while disengaged or unlocked operation are allclutch states that must be managed in order for the vehicle to operateproperly and smoothly.

Clutches are known in a variety of designs and control methods. Oneknown type of clutch is a mechanical clutch operating by separating orjoining two connective surfaces, for instance, clutch plates, operating,when joined, to apply frictional torque to each other. One controlmethod for operating such a mechanical clutch includes applying ahydraulic control system implementing fluidic pressures transmittedthrough hydraulic lines to exert or release clamping force between thetwo connective surfaces. Operated thusly, the clutch is not operated ina binary manner, but rather is capable of a range of engagement states,from fully disengaged, to synchronized but not engaged, to engaged butwith only minimal clamping force, to engaged with some maximum clampingforce. Clamping force applied to the clutch determines how much reactivetorque the clutch can carry before the clutch slips. Variable control ofclutches through modulation of clamping force allows for transitionbetween locked and unlocked states and further allows for managing slipin a locked transmission. In addition, the maximum clamping forcecapable of being applied by the hydraulic lines can also vary withvehicle operating states and can be modulated based upon controlstrategies.

Clutches are known to be operated asynchronously, designed toaccommodate some level of slip in transitions between locked andunlocked states. Other clutches are known to be operated synchronously,designed to match speeds of connective surfaces or synchronize beforethe connective surfaces are clamped together. This disclosure dealsprimarily with synchronous clutches.

Slip, or relative rotational movement between the connective surfaces ofthe clutch when the clutch connective surfaces are intended to besynchronized and locked, occurs whenever reactive torque transmittedthrough the clutch exceeds actual torque capacity created by appliedclamping force. Slip in a transmission results in unintended loss oftorque control within the transmission, results in loss of engine speedcontrol and electric machine speed control caused by a sudden change inback-torque from the transmission, and results in sudden changes tovehicle acceleration, creating adverse affects to drivability.

Transmissions can operate with a single clutch transmitting reactivetorque between inputs and an output. Transmission can operate with aplurality of clutches transmitting reactive torque between inputs and anoutput. Selection of operating range state depends upon the selectiveengagement of clutches, with different allowable combinations resultingin different operating range states.

Transition from one operating range state to another operating rangestate involves transitioning at least one clutch state. An exemplarytransition from one fixed gear state to another involves unloading afirst clutch, transitioning through a freewheeling, wherein no clutchesremain engaged, or inertia speed phase state, wherein at least oneclutch remains engaged, and subsequently loading a second clutch. Adriveline connected to a locked and synchronized clutch, prior to beingunloaded, is acted upon by an output torque resulting through thetransmission as a result of input torques and reduction factors presentin the transmission. In such a torque transmitting state, thetransmission so configured during a shift is said to be in a torquephase. In a torque phase, vehicle speed and vehicle acceleration arefunctions of the output torque and other forces acting upon the vehicle.Unloading a clutch removes all input torque from a previously locked andsynchronized clutch. As a result, any propelling force previouslyapplied to the output torque through that clutch is quickly reduced tozero. In one exemplary configuration, another clutch remains engaged andtransmitting torque to the output while the transmission synchronizesthe second clutch. In such a configuration, the transmission is in aninertia speed phase. As the second clutch to be loaded is synchronizedand loaded, the transmission again enters a torque phase, whereinvehicle speed and vehicle acceleration are functions of the outputtorque and other forces acting upon the vehicle. While output torquechanges or interruptions due to clutch unloading and loading are anormal part of transmission operating range state shifts, orderlymanagement of the output torque changes reduces the impact of the shiftsto drivability.

As described above, changes in transmission operating range statesinvolve transitioning clutches. In synchronous operation, it isimportant to match speeds across the clutch connective surfaces beforeclamping the connective surface together. Matching an input speed fromthe engine to an output speed in an on-coming clutch requires controlmethods to achieve synchronization in time periods conducive todrivability. A method to synchronously operate clutches in desired shifttimes, accounting for powertrain operation and physical characteristicsof powertrain components involved in shifting operations, would bebeneficial.

SUMMARY

A powertrain includes an electromechanical transmissionmechanically-operatively coupled to an internal combustion engine and anelectric machine adapted to selectively transmit mechanical power to anoutput member. A method for controlling the powertrain includesexecuting a shift, determining a plurality of input accelerationprofiles for controlling the engine and electric machine, determining aninput speed profile, and controlling operation of the engine and theelectric machine based upon the input speed profile.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments will now be described, by way of example, withreference to the accompanying drawings, in which:

FIG. 1 is a schematic diagram of an exemplary powertrain comprising atwo-mode, compound-split, electromechanical hybrid transmissionoperatively connected to an engine and first and second electricmachines, in accordance with the present disclosure;

FIG. 2 is a schematic block diagram of an exemplary distributed controlmodule system, in accordance with the present disclosure;

FIG. 3 graphically depicts reaction times of exemplary hybrid powertraincomponents to changes in torque request, in accordance with the presentdisclosure;

FIG. 4 demonstrates gear transition relationships for an exemplaryhybrid powertrain transmission, in particular as described in theexemplary embodiment of FIG. 1 and Table 1, in accordance with thepresent disclosure;

FIGS. 5-7 depict exemplary processes combining to accomplish anexemplary transmission shift, in accordance with the present disclosure;

FIG. 5 is a graphical representation of torque terms associated with aclutch through an exemplary transitional unlocking state, in accordancewith the present disclosure;

FIG. 6 is a graphical representation of torque terms associated with aclutch through an exemplary transitional locking state, in accordancewith the present disclosure;

FIG. 7 is a graphical representation of terms describing an exemplaryinertia speed phase of a transmission, in accordance with the presentdisclosure;

FIG. 8 is a graphical representation of an instance where a systemicrestraint is imposed upon an immediate control signal, temporarilyoverriding max\min values set by the control signal, in accordance withthe present disclosure;

FIG. 9 shows an exemplary control system architecture for controllingand managing torque and power flow in a powertrain system havingmultiple torque generative devices and residing in control modules inthe form of executable algorithms and calibrations, in accordance withthe present disclosure;

FIG. 10 is a schematic diagram exemplifying data flow through a shiftexecution, describing more detail exemplary execution of the controlsystem architecture of FIG. 9 in greater detail, in accordance with thepresent disclosure;

FIG. 11 illustrates in tabular form use of an exemplary 2D look-up tableto determine inertia speed phase times, in accordance with the presentdisclosure;

FIG. 12 describes an exemplary inertia speed phase divided into threesub-phases, in accordance with the present disclosure; and

FIG. 13 graphically illustrates an exemplary shift from one EVT mode toanother EVT mode through a fixed gear state, in accordance with thepresent disclosure.

DETAILED DESCRIPTION

Referring now to the drawings, wherein the showings are for the purposeof illustrating certain exemplary embodiments only and not for thepurpose of limiting the same, FIGS. 1 and 2 depict an exemplaryelectro-mechanical hybrid powertrain. The exemplary electromechanicalhybrid powertrain in accordance with the present disclosure is depictedin FIG. 1, comprising a two-mode, compound-split, electromechanicalhybrid transmission 10 operatively connected to an engine 14 and firstand second electric machines (‘MG-A’) 56 and (‘MG-B’) 72. The engine 14and first and second electric machines 56 and 72 each generate powerwhich can be transmitted to the transmission 10. The power generated bythe engine 14 and the first and second electric machines 56 and 72 andtransmitted to the transmission 10 is described in terms of inputtorques, referred to herein as T_(I), T_(A), and T_(B) respectively, andspeed, referred to herein as N_(I), N_(A), and N_(B), respectively.

The exemplary engine 14 comprises a multi-cylinder internal combustionengine selectively operative in several states to transmit torque to thetransmission 10 via an input shaft 12, and can be either aspark-ignition or a compression-ignition engine. The engine 14 includesa crankshaft (not shown) operatively coupled to the input shaft 12 ofthe transmission 10. A rotational speed sensor 11 monitors rotationalspeed of the input shaft 12. Power output from the engine 14, comprisingrotational speed and output torque, can differ from the input speed,N_(I), and the input torque, T_(I), to the transmission 10 due toplacement of torque-consuming components on the input shaft 12 betweenthe engine 14 and the transmission 10, e.g., a hydraulic pump (notshown) and/or a torque management device (not shown).

The exemplary transmission 10 comprises three planetary-gear sets 24, 26and 28, and four selectively engageable torque-transmitting devices,i.e., clutches C1 70, C2 62, C3 73, and C4 75. As used herein, clutchesrefer to any type of friction torque transfer device including single orcompound plate clutches or packs, band clutches, and brakes, forexample. A hydraulic control circuit 42, preferably controlled by atransmission control module (hereafter ‘TCM’) 17, is operative tocontrol clutch states. Clutches C2 62 and C4 75 preferably comprisehydraulically-applied rotating friction clutches. Clutches C1 70 and C373 preferably comprise hydraulically-controlled stationary devices thatcan be selectively grounded to a transmission case 68. Each of theclutches C1 70, C2 62, C3 73, and C4 75 is preferably hydraulicallyapplied, selectively receiving pressurized hydraulic fluid via thehydraulic control circuit 42.

The first and second electric machines 56 and 72 preferably comprisethree-phase AC machines, each including a stator (not shown) and a rotor(not shown), and respective resolvers 80 and 82. The motor stator foreach machine is grounded to an outer portion of the transmission case68, and includes a stator core with coiled electrical windings extendingtherefrom. The rotor for the first electric machine 56 is supported on ahub plate gear that is operatively attached to shaft 60 via the secondplanetary gear set 26. The rotor for the second electric machine 72 isfixedly attached to a sleeve shaft hub 66.

Each of the resolvers 80 and 82 preferably comprises a variablereluctance device including a resolver stator (not shown) and a resolverrotor (not shown). The resolvers 80 and 82 are appropriately positionedand assembled on respective ones of the first and second electricmachines 56 and 72. Stators of respective ones of the resolvers 80 and82 are operatively connected to one of the stators for the first andsecond electric machines 56 and 72. The resolver rotors are operativelyconnected to the rotor for the corresponding first and second electricmachines 56 and 72. Each of the resolvers 80 and 82 is signally andoperatively connected to a transmission power inverter control module(hereafter ‘TPIM’) 19, and each senses and monitors rotational positionof the resolver rotor relative to the resolver stator, thus monitoringrotational position of respective ones of first and second electricmachines 56 and 72. Additionally, the signals output from the resolvers80 and 82 are interpreted to provide the rotational speeds for first andsecond electric machines 56 and 72, i.e., N_(A) and N_(B), respectively.

The transmission 10 includes an output member 64, e.g. a shaft, which isoperably connected to a driveline 90 for a vehicle (not shown), toprovide output power, e.g., to vehicle wheels 93, one of which is shownin FIG. 1. The output power is characterized in terms of an outputrotational speed, N_(O) and an output torque, T_(O). A transmissionoutput speed sensor 84 monitors rotational speed and rotationaldirection of the output member 64. Each of the vehicle wheels 93, ispreferably equipped with a sensor 94 adapted to monitor wheel speed,V_(SS-WHL), the output of which is monitored by a control module of adistributed control module system described with respect to Fig. B, todetermine vehicle speed, and absolute and relative wheel speeds forbraking control, traction control, and vehicle acceleration management.

The input torques from the engine 14 and the first and second electricmachines 56 and 72 (T_(I), T_(A), and T_(B) respectively) are generatedas a result of energy conversion from fuel or electrical potentialstored in an electrical energy storage device (hereafter ‘ESD’) 74. TheESD 74 is high voltage DC-coupled to the TPIM 19 via DC transferconductors 27. The transfer conductors 27 include a contactor switch 38.When the contactor switch 38 is closed, under normal operation, electriccurrent can flow between the ESD 74 and the TPIM 19. When the contactorswitch 38 is opened electric current flow between the ESD 74 and theTPIM 19 is interrupted. The TPIM 19 transmits electrical power to andfrom the first electric machine 56 by transfer conductors 29, and theTPIM 19 similarly transmits electrical power to and from the secondelectric machine 72 by transfer conductors 31, in response to torquerequests to the first and second electric machines 56 and 72 to achievethe input torques T_(A) and T_(B). Electrical current is transmitted toand from the ESD 74 in accordance with whether the ESD 74 is beingcharged or discharged.

The TPIM 19 includes the pair of power inverters (not shown) andrespective motor control modules (not shown) configured to receive thetorque commands and control inverter states therefrom for providingmotor drive or generator functionality to meet the commanded motortorques T_(A) and T_(B). The power inverters comprise knowncomplementary three-phase power electronics devices, and each includes aplurality of insulated gate bipolar transistors (not shown) forconverting DC power from the ESD 74 to AC power for powering respectiveones of the first and second electric machines 56 and 72, by switchingat high frequencies. The insulated gate bipolar transistors form aswitch mode power supply configured to receive control commands. Thereis typically one pair of insulated gate bipolar transistors for eachphase of each of the three-phase electric machines. States of theinsulated gate bipolar transistors are controlled to provide motor drivemechanical power generation or electric power generator functionality.The three-phase inverters receive or supply DC electric power via DCtransfer conductors 27 and transform it to or from three-phase AC power,which is conducted to or from the first and second electric machines 56and 72 for operation as motors or generators via transfer conductors 29and 31 respectively.

FIG. 2 is a schematic block diagram of the distributed control modulesystem. The elements described hereinafter comprise a subset of anoverall vehicle control architecture, and provide coordinated systemcontrol of the exemplary powertrain described in FIG. 1. The distributedcontrol module system synthesizes pertinent information and inputs, andexecutes algorithms to control various actuators to achieve controlobjectives, including objectives related to fuel economy, emissions,performance, drivability, and protection of hardware, includingbatteries of ESD 74 and the first and second electric machines 56 and72. The distributed control module system includes an engine controlmodule (hereafter ‘ECM’) 23, the TCM 17, a battery pack control module(hereafter ‘BPCM’) 21, and the TPIM 19. A hybrid control module(hereafter ‘HCP’) 5 provides supervisory control and coordination of theECM 23, the TCM 17, the BPCM 21, and the TPIM 19. A user interface(‘UI’) 13 is operatively connected to a plurality of devices throughwhich a vehicle operator controls or directs operation of theelectromechanical hybrid powertrain. The devices include an acceleratorpedal 113 (‘AP’) from which an operator torque request is determined, anoperator brake pedal 112 (‘BP’), a transmission gear selector 114(‘PRNDL’), and a vehicle speed cruise control (not shown). Thetransmission gear selector 114 may have a discrete number ofoperator-selectable positions, including the rotational direction of theoutput member 64 to enable one of a forward and a reverse direction.

The aforementioned control modules communicate with other controlmodules, sensors, and actuators via a local area network (hereafter‘LAN’) bus 6. The LAN bus 6 allows for structured communication ofstates of operating parameters and actuator command signals between thevarious control modules. The specific communication protocol utilized isapplication-specific. The LAN bus 6 and appropriate protocols providefor robust messaging and multi-control module interfacing between theaforementioned control modules, and other control modules providingfunctionality such as antilock braking, traction control, and vehiclestability. Multiple communications buses may be used to improvecommunications speed and provide some level of signal redundancy andintegrity. Communication between individual control modules can also beeffected using a direct link, e.g., a serial peripheral interface(‘SPI’) bus (not shown).

The HCP 5 provides supervisory control of the powertrain, serving tocoordinate operation of the ECM 23, TCM 17, TPIM 19, and BPCM 21. Basedupon various input signals from the user interface 13 and thepowertrain, including the ESD 74, the HCP 5 generates various commands,including: the operator torque request (‘T_(O) _(—) _(REQ)’), acommanded output torque (‘T_(CMD)’) to the driveline 90, an engine inputtorque request, clutch torques for the torque-transfer clutches C1 70,C2 62, C3 73, C4 75 of the transmission 10; and the torque requests forthe first and second electric machines 56 and 72, respectively. The TCM17 is operatively connected to the hydraulic control circuit 42 andprovides various functions including monitoring various pressure sensingdevices (not shown) and generating and communicating control signals tovarious solenoids (not shown) thereby controlling pressure switches andcontrol valves contained within the hydraulic control circuit 42.

The ECM 23 is operatively connected to the engine 14, and functions toacquire data from sensors and control actuators of the engine 14 over aplurality of discrete lines, shown for simplicity as an aggregatebi-directional interface cable 35. The ECM 23 receives the engine inputtorque request from the HCP 5. The ECM 23 determines the actual engineinput torque, T_(I), provided to the transmission 10 at that point intime based upon monitored engine speed and load, which is communicatedto the HCP 5. The ECM 23 monitors input from the rotational speed sensor11 to determine the engine input speed to the input shaft 12, whichtranslates to the transmission input speed, N_(I). The ECM 23 monitorsinputs from sensors (not shown) to determine states of other engineoperating parameters including, e.g., a manifold pressure, enginecoolant temperature, ambient air temperature, and ambient pressure. Theengine load can be determined, for example, from the manifold pressure,or alternatively, from monitoring operator input to the acceleratorpedal 113. The ECM 23 generates and communicates command signals tocontrol engine actuators, including, e.g., fuel injectors, ignitionmodules, and throttle control modules, none of which are shown.

The TCM 17 is operatively connected to the transmission 10 and monitorsinputs from sensors (not shown) to determine states of transmissionoperating parameters. The TCM 17 generates and communicates commandsignals to control the transmission 10, including controlling thehydraulic control circuit 42. Inputs from the TCM 17 to the HCP 5include estimated clutch torques for each of the clutches, i.e., C1 70,C2 62, C3 73, and C4 75, and rotational output speed, N_(O), of theoutput member 64. Other actuators and sensors may be used to provideadditional information from the TCM 17 to the HCP 5 for controlpurposes. The TCM 17 monitors inputs from pressure switches (not shown)and selectively actuates pressure control solenoids (not shown) andshift solenoids (not shown) of the hydraulic control circuit 42 toselectively actuate the various clutches C1 70, C2 62, C3 73, and C4 75to achieve various transmission operating range states, as describedhereinbelow.

The BPCM 21 is signally connected to sensors (not shown) to monitor theESD 74, including states of electrical current and voltage parameters,to provide information indicative of parametric states of the batteriesof the ESD 74 to the HCP 5. The parametric states of the batteriespreferably include battery state-of-charge, battery voltage, batterytemperature, and available battery power, referred to as a range P_(BAT)_(—) _(MIN) to P_(BAT) _(—) _(MAX).

Each of the control modules ECM 23, TCM 17, TPIM 19 and BPCM 21 ispreferably a general-purpose digital computer comprising amicroprocessor or central processing unit, storage mediums comprisingread only memory (‘ROM’), random access memory (‘RAM’), electricallyprogrammable read only memory (‘EPROM’), a high speed clock, analog todigital (‘A/D’) and digital to analog (‘D/A’) circuitry, andinput/output circuitry and devices (‘I/O’) and appropriate signalconditioning and buffer circuitry. Each of the control modules has a setof control algorithms, comprising resident program instructions andcalibrations stored in one of the storage mediums and executed toprovide the respective functions of each computer. Information transferbetween the control modules is preferably accomplished using the LAN bus6 and SPI buses. The control algorithms are executed during preset loopcycles such that each algorithm is executed at least once each loopcycle. Algorithms stored in the non-volatile memory devices are executedby one of the central processing units to monitor inputs from thesensing devices and execute control and diagnostic routines to controloperation of the actuators, using preset calibrations. Loop cycles areexecuted at regular intervals, for example each 3.125, 6.25, 12.5, 25and 100 milliseconds during ongoing operation of the powertrain.Alternatively, algorithms may be executed in response to the occurrenceof an event.

The exemplary powertrain selectively operates in one of severaloperating range states that can be described in terms of an engine statecomprising one of an engine on state (‘ON’) and an engine off state(‘OFF’), and a transmission state comprising a plurality of fixed gearsand continuously variable operating modes, described with reference toTable 1, below.

TABLE 1 Engine Transmission Operating Applied Description State RangeState Clutches MI_Eng_Off OFF EVT Mode I C1 70 MI_Eng_On ON EVT Mode IC1 70 FG1 ON Fixed Gear Ratio 1 C1 70 C4 75 FG2 ON Fixed Gear Ratio 2 C170 C2 62 MII_Eng_Off OFF EVT Mode II C2 62 MII_Eng_On ON EVT Mode II C262 FG3 ON Fixed Gear Ratio 3 C2 62 C4 75 FG4 ON Fixed Gear Ratio 4 C2 62C3 73

Each of the transmission operating range states is described in thetable and indicates which of the specific clutches C1 70, C2 62, C3 73,and C4 75 are applied for each of the operating range states. A firstcontinuously variable mode, i.e., EVT Mode I, or MI, is selected byapplying clutch C1 70 only in order to “ground” the outer gear member ofthe third planetary gear set 28. The engine state can be one of ON(‘MI_Eng_On’) or OFF (‘MI_Eng_Off’). A second continuously variablemode, i.e., EVT Mode II, or MII, is selected by applying clutch C2 62only to connect the shaft 60 to the carrier of the third planetary gearset 28. The engine state can be one of ON (‘MII_Eng_On’) or OFF(‘MII_Eng_Off’). For purposes of this description, when the engine stateis OFF, the engine input speed is equal to zero revolutions per minute(‘RPM’), i.e., the engine crankshaft is not rotating. A fixed gearoperation provides a fixed ratio operation of input-to-output speed ofthe transmission 10, i.e., N_(I)/N_(O), is achieved. A first fixed gearoperation (‘FG1’) is selected by applying clutches C1 70 and C4 75. Asecond fixed gear operation (‘FG2’) is selected by applying clutches C170 and C2 62. A third fixed gear operation (‘FG3’) is selected byapplying clutches C2 62 and C4 75. A fourth fixed gear operation (‘FG4’)is selected by applying clutches C2 62 and C3 73. The fixed ratiooperation of input-to-output speed increases with increased fixed gearoperation due to decreased gear ratios in the planetary gears 24, 26,and 28. The rotational speeds of the first and second electric machines56 and 72, N_(A) and N_(B) respectively, are dependent on internalrotation of the mechanism as defined by the clutching and areproportional to the input speed measured at the input shaft 12.

In response to operator input via the accelerator pedal 113 and brakepedal 112 as captured by the user interface 13, the HCP 5 and one ormore of the other control modules determine the commanded output torque,T_(CMD), intended to meet the operator torque request, T_(O) _(—)_(REQ), to be executed at the output member 64 and transmitted to thedriveline 90. Final vehicle acceleration is affected by other factorsincluding, e.g., road load, road grade, and vehicle mass. The operatingrange state is determined for the transmission 10 based upon a varietyof operating characteristics of the powertrain. This includes theoperator torque request, communicated through the accelerator pedal 113and brake pedal 112 to the user interface 13 as previously described.The operating range state may be predicated on a powertrain torquedemand caused by a command to operate the first and second electricmachines 56 and 72 in an electrical energy generating mode or in atorque generating mode. The operating range state can be determined byan optimization algorithm or routine, initiated for example within ahybrid strategic control module of the HCP 5, which determines optimumsystem efficiency based upon operator demand for power, battery state ofcharge, and energy efficiencies of the engine 14 and the first andsecond electric machines 56 and 72. The control system manages torqueinputs from the engine 14 and the first and second electric machines 56and 72 based upon an outcome of the executed optimization routine, andsystem efficiencies are optimized thereby, to manage fuel economy andbattery charging. Furthermore, operation can be determined based upon afault in a component or system. The HCP 5 monitors the torque-generativedevices, and determines the power output from the transmission 10required to achieve the desired output torque to meet the operatortorque request. As should be apparent from the description above, theESD 74 and the first and second electric machines 56 and 72 areelectrically-operatively coupled for power flow therebetween.Furthermore, the engine 14, the first and second electric machines 56and 72, and the electromechanical transmission 10 aremechanically-operatively coupled to transmit power therebetween togenerate a power flow to the output member 64.

As discussed above, managing output torque in order to maintaindrivability is a priority in controlling a hybrid powertrain. Any changein torque in response to a change in output torque request appliedthrough the transmission results in a change to the output torqueapplied to the driveline, thereby resulting in a change in propellingforce to the vehicle and a change in vehicle acceleration. The change intorque request can come from operator input, such a pedal positionrelating an operator torque request, automatic control changes in thevehicle, such as cruise control or other control strategy, or enginechanges in response to environmental conditions, such as a vehicleexperiencing an uphill or downhill grade. By controlling changes tovarious input torques transmitted through a transmission within a hybridpowertrain, abrupt changes in vehicle acceleration can be controlled andminimized in order to reduce adverse effects to drivability.

As is known by one having ordinary skill in the art, any control systemincludes a reaction time. Changes to a powertrain operating point,comprising the speeds and torques of the various components to thepowertrain required to achieve the desired vehicle operation, are drivenby changes in control signals. These control signal changes act upon thevarious components to the powertrain and create reactions in eachaccording to their respective reaction times. Applied to a hybridpowertrain, any change in control signals indicating a new torquerequest, for instance, as driven by a change in operator torque requestor as required to execute a transmission shift, creates reactions ineach affected torque generating device in order to execute the requiredchanges to respective input torques. Changes to input torque suppliedfrom an engine are controlled by an engine torque request setting thetorque generated by the engine, as controlled, for example, through anECM. Reaction time within an engine to changes in torque request to anengine is impacted by a number of factors well known in the art, and theparticulars of a change to engine operation depend heavily on theparticulars of the engine employed and the mode or modes of combustionbeing utilized. In many circumstances, the reaction time of an engine tochanges in torque request will be the longest reaction time of thecomponents to the hybrid drive system. Reaction time within an electricmachine to changes in torque request include time to activate anynecessary switches, relays, or other controls and time to energize orde-energize the electric machine with the change in applied electricalpower.

FIG. 3 graphically depicts reaction times of exemplary hybrid powertraincomponents to changes in torque request, in accordance with the presentdisclosure. Components to an exemplary hybrid powertrain systemincluding an engine and two electric machines are exemplified. Torquerequests and resulting changes in input torque produced by each torquegenerating device are illustrated. As described above, the data showsthat electric machines quickly respond to changes in torque requests,whereas the engine follows changes in torque requests more slowly.

A method is disclosed wherein reactions times of the engine and of theelectric machine or machines within a hybrid powertrain are utilized tocontrol in parallel an lead immediate torque request, controlling theengine, and an immediate torque request, controlling the electricmachines, the torque requests being coordinated by respective reactiontimes in order to substantially effect simultaneous changes to inputtorque.

Because, as discussed above, changes to input torque from the engine areknown to involve consistently longer reactions times than changes toinput torque from an electric machine, an exemplary embodiment of thedisclosed method can implement changes in torque request to the engineand the electric machine, acting in parallel as described above,including a lead period to the more quickly reacting device, theelectric motor. This lead period may be developed experimentally,empirically, predictively, through modeling or other techniques adequateto accurately predict engine and electric machine operation, and amultitude of lead periods might be used by the same hybrid powertrain,depending upon different engine settings, conditions, operating andranges and vehicle conditions. An exemplary equation that can be used inconjunction with test data or estimates of device reaction times tocalculate lead period in accordance with the present disclosure includesthe following.

T _(Lead) =T _(Lead Reaction) −T _(Immediate Reaction)   [1]

T_(Lead) equals the lead period for use in methods described herein.This equation assumes that two torque producing devices are utilized.T_(Lead Reaction) represents the reaction time of the device with thelonger reaction time, and T_(Immediate Reaction) represents the reactiontime of the device with the shorter reaction time. If a different systemis utilized, comprising for example, an engine with a long lead period,a first electric machine with an intermediate lead period, and a secondelectric machine with a short lead period, lead periods can be developedcomparing all of the torque generating devices. In this exemplarysystem, if all three torque generating devices are involved, two leadperiods, one for the engine as compared to each of the electricmachines, will be utilized to synchronize the responses in each of thedevices. The same system at a different time might be operating with theengine off and disengaged from the transmission, and a lead periodcomparing the first electric machine and the second electric machinewill be utilized to synchronize the responses in the two electricmachines. In this way, a lead period can be developed coordinatingreaction times between various torque generating devices can bedeveloped.

One exemplary method to utilize lead periods to implement parallelcommands to distinct torque generating devices in order to effectsubstantially simultaneous changes to output torque in response to achange in operator torque request includes issuing substantiallyimmediately a change to the engine commands, initiating within theengine a change to a new engine output torque. This new engine outputtorque, in conjunction with the electric motor operating state, is stillmanaged by the HCP in order to provide some portion of the total inputtorque to the transmission required to propel the vehicle. From thepoint that the engine commands change, the lead period begins to run,described above taking into account the differences in reaction timesbetween the engine and the electric machine. After the lead periodexpires, a change to commands issued to the electric machine ormachines, managed by the HCP in order to fulfill a portion of theoperator torque request, is executed and the electric machine outputtorques change. As a result of the coordinated commands and theselection of the lead period, the changes to the torques provided by theengine and the electric machine change substantially simultaneously.

As described in the disclosed method above, engine commands and electricmachine commands are disclosed for use in parallel to control distincttorque generative devices with different reaction times to reaction tochanges in operator torque request. Changes in operator torque requestcan include a simple change in desired output torque within a particulartransmission operating range state, or changes in operator torquerequest can be required in conjunction with a transmission shift betweendifferent operating range states. Changes to operator torque requests inconjunction with a transmission shift are more complex than changescontained within a single operating range state because torques andshaft speeds of the various hybrid powertrain components must be managedin order to transition torque applied from a first clutch and to asecond previously not applied clutch without the occurrence of slip, asdescribed above.

Shifts within a transmission, such as the exemplary transmission of FIG.1, frequently involve unloading a first clutch, transitioning through aninertia speed phase state, and subsequently loading a second clutch. Asdescribed in relation to FIG. 1 and Table 1, above, clutches within apowertrain transmission are frequently applied in pairs or groups, and ashift within the transmission can involve only unloading one of theapplied clutches and subsequently loading another clutch whilemaintaining engagement of a third clutch throughout the shift.Additionally, a method is disclosed wherein an on-coming or off-goingclutch can be utilized, for example, through limited application ofcontrolled slip, to apply torque and aid transitioning the input speedtoward a target speed required for synchronous operation of theon-coming clutch. FIG. 4 demonstrates gear transition relationships foran exemplary hybrid powertrain transmission, in particular as describedin the exemplary embodiment of FIG. 1 and Table 1, in accordance withthe present disclosure. N_(I) is plotted against N_(O). At any fixedgear state, N_(O) is determined by the corresponding N_(I) along thefixed gear state plots. Operation in either EVT Mode I or EVT Mode II,wherein a continuously variable gear ratio is utilized to power from afixed input torque, for example, as provided by an electric machine, cantake place in the respective zones illustrated on the graph. Operationin either EVT mode according to the above exemplary transmissionincludes operation with a single engaged clutch. Application of fewerclutches in a continuously variable EVT mode allows from an extra degreeof freedom, for example, allowing electric machine torque to vary therelationship of N_(I) to N_(O). Clutch states, C1-C4, as described inthe exemplary embodiment of FIG. 1, are described in Table 1. Forinstance, operation in a second fixed gear state requires clutches C1and C2 to be applied or loaded and clutches C3 and C4 to be not appliedor unloaded. While FIG. 4 describes gear transitions possible in theexemplary powertrain illustrated in FIG. 1, it will be appreciated byone having ordinary skill in the art that such a description of geartransitions is possible for any transmission of a hybrid powertrain, andthe disclosure is not intended to be limited to the particularembodiment described herein.

FIG. 4 can describe operation of an exemplary system in a fixed gearstate or EVT mode, as described above, and it can also be used todescribe shift transitions between the various transmission operatingrange states. The areas and plots on the graph describe operation of theoperating range states through transitions. For example, transitionsbetween fixed gear states within an EVT mode region require transitoryoperation in the EVT mode between the fixed gear states. Similarly,transition from EVT Mode I to EVT Mode II requires a transition throughthe second fixed gear state, located at the boundary between the twomodes.

In accordance with FIGS. 1 and 4 and Table 1, an exemplary transmissionshift from a third fixed gear state to a fourth fixed gear state isfurther described. Referring to FIG. 4, both the beginning and thepreferred operating range states exist within the area of EVT Mode II.Therefore, a transition from the third gear state to the fourth gearstate requires first a shift from the third fixed gear state to EVT ModeII and then a shift from EVT Mode II to the fourth fixed gear state.Referring to Table 1, a hybrid powertrain transmission, beginning in athird fixed gear state, will have clutches C2 and C4 applied. Table 1further describes operation in EVT Mode II, the destination of the firstshift, to include clutch C2 applied. Therefore, a shift from the thirdfixed gear state to EVT Mode II requires clutch C4 to be changed from anapplied to a not applied state and requires that clutch C2 remainapplied. Additionally, Table 1 describes operation in the fourth fixedgear mode, the destination of the second shift, wherein clutches C2 andC3 are applied. Therefore, a shift from EVT Mode II to the fourth fixedgear state requires clutch C3 to be applied and loaded and requires thatclutch C2 remain applied. Therefore, clutches C4 and C3 are transitionedthrough the exemplary shift, while clutch C2 remains applied andtransmitting torque to the driveline throughout the shift event.

Applied to the methods disclosed herein, changes in input torque througha transmission shift can be adjusted to reduce negative effects todrivability by coordinating signal commands to various torque generativedevices based upon reaction times of the various components. Asdescribed above, many transmission shifts can be broken down into threephases: a first torque phase, during which an initially applied clutchis changed from a torque-bearing, locked, and synchronized clutch stateto an unlocked and desynchronized clutch state; an inertia speed phase,during which affected clutches are unlocked and in transitional statesand an input speed is matched to a target speed to facilitate asynchronous engagement of an on-coming clutch; and a second torquephase, during which the on-coming clutch is changed from an unlocked anddesynchronized clutch state to a torque-bearing and locked clutch state.As aforementioned, clutch slip in a locked clutch is preferably avoidedthroughout synchronous transmission shifts to avoid adverse effects ondrivability, and clutch slip is created when reactive torque appliedacross a clutch exceeds the actual torque capacity of the clutch.Therefore, within a transmission shift event, input torques must bemanaged in relation to the actual torque capacity of the currentlyapplied clutch, such that the transmission shift can be accomplishedwithout the occurrence of slip.

While a process can be utilized to perform necessary steps in a clutchloading or unloading event in sequence, with the torque capacity of theclutch being maintained in excess of reactive torques, time involved inan unlocking transition is also important to drivability. Therefore, itis advantageous to perform associated torque requests and clutchcapacity commands in parallel while still acting to prevent slip. Suchparallel implementation of control changes intending to effect clutchstate changes associated with a transmission shift preferably occur inas short of a time-span as possible. Therefore, coordination of torquecapacity within the clutches involved in the transmission shift to thetorque requests, both to the engine and to the electric machine, asdescribed in the exemplary embodiment above, is also important tomaintaining drivability through a transmission shift. FIGS. 5-7 depictexemplary processes combining to accomplish an exemplary transmissionshift, in accordance with the present disclosure.

FIG. 5 is a graphical representation of torque terms associated with aclutch through an exemplary transitional unlocking state, in accordancewith the present disclosure. Lines illustrated at the left extreme ofthe graph depict clutch operation in a locked state. The graph depictsclutch command torque by a clutch control system and a resultingestimated torque capacity. Clutch torque capacity in a clutch resultingfrom a command torque is a result of many factors, including availableclamping pressure, design and conditional factors of the clutch,reaction time in the clutch to changes in the clutch control system. Asdemonstrated in the exemplary data of the graph in the initial lockedregion, it is known to command a torque to a locked clutch in excess ofthe clutch capacity and allow the other factors affecting the clutch todetermine the resulting clutch capacity. Also at the left extreme of thegraph depicting clutch operation in a locked state, estimated reactivetorque transmitted through the clutch as a result of input torque fromthe engine and electric machine torques is depicted. At the time labeled“Initiate Unlocking State”, logic within the clutch control system orthe TCM, having determined a need to transition the clutch from lockedto unlocked states, changes the command torque to some level lower thanthe torque capacity but still higher than the reactive torque currentlytransmitted through the clutch. At this point, mechanisms within theclutch control system, for example, variable pressure control solenoidswithin an exemplary hydraulic clutch control system, change settings tomodulate the clamping force within the clutch. As a result, torquecapacity of the clutch begins to change as the clamping force applied tothe clutch changes. As discussed above, the clutch reacts to a change incommand torque over a reaction time, and reaction time for a particularclutch will depend upon the particulars of the application. In theexemplary graph of FIG. 5, torque capacity reacts to a reduction incommand torque and begins to reduce accordingly.

As mentioned above, during the same unlocking state, reactive torqueresulting from input torque and electric machine torques must also beunloaded from the clutch. Undesirable slip results if the reactivetorque is not maintained below the torque capacity throughout theunlocking state. Upon initiation of the unlocking state, atsubstantially the same point on FIG. 5 where the torque capacity isreduced to initiate the unlocking state, limits are initiated andimposed upon input torques from the engine and the electric machine inorder to accomplish a ramping down of each to zero. As described in themethod disclosed herein and in exemplary embodiments described above,changes to limits including a engine torque immediate request and animmediate torque request are executed in a coordinated process,implementing a lead period calibrated to the reaction times of thevarious torque providing devices, such that the resulting input torquesfrom the devices are reduced substantially simultaneously. FIG. 5illustrates a method to perform this coordinated change to torquerequests by imposing limits upon torque requests in the form of a clutchreactive torque lead immediate minimum and maximum constraining theengine torque immediate request and a clutch reactive torque immediateminimum and maximum constraining the torque request to the electricmachine. These maximum reactive torque values represent the maximumtorque that is permitted to be commanded from each torque providingdevice: the actual engine torque immediate request and the actualimmediate torque request can be less than the maximum reactive torquevalues, but as the maximum values reduce, so the actual torque requestvalues will also eventually reduce. The input torques from the engineand electric machine together provide, each up to the defined maximumvalues, some portion of the overall input torques, with the portion ofeach being controlled by the HCP. As a result of the calibrated leadperiod, both the clutch reactive torque lead immediate minimum andmaximum and the clutch reactive torque immediate minimum and maximumreduce applied reactive torque to the clutch at substantially the sametime, resulting in the reduction to the actual clutch reactive torque asillustrated in FIG. 5. As will be appreciated by one having ordinaryskill in the art, other safeguards will additionally need to be utilizedto ensure that the torque capacity remains in excess of the reactivetorque throughout the unloading process. Many such methods arecontemplated, and an exemplary set of terms which might be used aredepicted on FIG. 5. For instance, a calibrated offset term can be usedto ensure that the command setting the clutch capacity remains in excessof the actual clutch reactive torque until the actual torque passesbelow some threshold. An exemplary threshold for such a purpose isdefined in FIG. 5 as the calibrated threshold for reactive torque. Inmaintaining this torque capacity request above the actual clutchreactive torque, and remembering that all devices include a reactiontime to request changes, including the clutch clamping mechanism, thedelay in the change to torque capacity in response to clutch commandchanges in combination with this offset term will maintain the torquecapacity in excess of the actual clutch reactive torque. Additionally,another threshold, a calibrated threshold for torque estimate, can beused to define the end of the torque phase. For instance, if an estimateof the clutch torque capacity, as determined by an algorithm modelingclutch operation, stays below this threshold through a calibrated periodof time, then the clutch can be determined to be in an unlocked state.

FIG. 6 is a graphical representation of torque terms associated with aclutch through an exemplary transitional locking state, in accordancewith the present disclosure. As described above, within manytransmission shift events, a second clutch is synchronized and locked,and reactive torque is transferred through the clutch. Lines illustratedat the left extreme of the graph depict clutch operation in an unlockedstate. The initiation of locking state requires a series of subordinatecommands necessary to transition the clutch from an unlocked state to alocked state. As described above in relation to a transition to a secondtorque phase within a transmission shift, the clutch, including theshaft connected to the on-coming torque providing shafts and the shaftconnected to the output member, must be synchronized. Once the clutchconnective surfaces attached to these shafts have been attenuated andare moving at the same rotational velocity, clamping force can begin tobe applied to the clutch to bring the clutch to a locked state and beginincreasing the torque capacity of the clutch. As described above withregards to avoiding slip during a torque phase, clutch capacity must beincreased before reactive torque to the clutch can be increased. Inorder to enable the application of input torques resulting in a reactivetorque across the clutch as rapidly as possible, an increase in clutchcapacity can be commanded anticipatorily to achieve an initial increasein clutch capacity coincident with the clutch reaching a locked state.Reactive torques, taking into account reaction times by utilizing a leadperiod by the method disclosed herein, can then be timely commanded witha short lag to follow increasing clutch torque capacity. An exemplaryembodiment of this method, acting in reverse of the limits imposed totorque requests as described in FIG. 5, imposes limits upon the torquerequests which can be issued to the engine and to the electric machineaccording to a calibrated ramp rate, selected to avoid slip. As depictedin FIG. 6, a clutch reactive torque immediate minimum and maximum actingas a constraint upon electric machine torque requests is increased aftera calibrated lead period from the initiation of an increasing clutchreactive torque lead immediate minimum and maximum acting as aconstraint upon engine torque requests. By utilizing the lead period,the increase in input torques from the engine and the electric machineincrease reactive torque transmitted through the clutch substantiallysimultaneously, according to the methods disclosed herein. As the limitsupon the torque generating devices are lifted according to thecalibrated ramp rate applied to each limit, the HCP can command theengine and the electric machine to fulfill a portion of the reactivetorque required from the clutch, each up to the respective maximum. Inthis way, torque requests to the engine and the electric machine arecoordinated in order to compensate for reaction times in order toincrease input torques from each substantially simultaneously through ashift event.

The calibrated ramp rate utilized in the above exemplary transmissionshift is a selected value which will adjust input torque levels to thedesired range quickly, but also will stay below the torque capacity forthe clutch so as to avoid slip. The ramp rate may be developedexperimentally, empirically, predictively, through modeling or othertechniques adequate to accurately predict engine and electric machineoperation, and a multitude of ramp rates might be used by the samehybrid powertrain, depending upon different engine settings, conditions,or operating ranges and behavior of the control system actuating theclutch torque capacity. The ramp rate used to decrease torques in anunlocking event can but need not be an inverse of the ramp rate used toincrease torques in a locking event. Similarly, the lead period used tocoordinate torques can but need not be the same time span value utilizedin both transmission transitional states and can be varied according toparticular behaviors of a vehicle and its components.

As described above, during a transmission shift, for example, betweentwo fixed gear states as defined in the exemplary transmission describedabove, the transmission passes through an inertia speed phase between afirst torque phase and a second torque phase. During this inertia speedphase, the originally applied, off-going, clutch and the on-comingclutch to be applied are in an unlocked state, and the input isinitially spinning with a rotational velocity that was shared across thefirst clutch just prior to becoming unsynchronized. In order toaccomplish synchronization within the second clutch to be applied andloaded in the second torque phase, inputs to be connected to the secondclutch must change N_(I) to match the driveline attached through thetransmission at some new gear ratio. Within a shift in a hybridpowertrain transmission, shifts can occur through an operating rangestate where at least one clutch is applied while another clutch is aboutto be transitioned to a locked state, but remains unsynchronized.Operation of a transmission in a variable, non-fixed state, such asexemplary EVT Mode I and EVT Mode II described above, allows for avariable ratio of input and output speeds. Therefore, utilizing one ofthe EVT modes as a transitory state through an inertia speed phase,N_(I) can be transitioned from an initial speed to a target speed whilemaintaining transmission of T_(O).

An exemplary method to accomplish this synchronization through aninertia speed phase of a transmission shift is graphically depicted inFIG. 7, in accordance with the present disclosure. The effects of thetransmission shift upon two terms descriptive of the shifting processare illustrated in two sections with a common timescale. The top sectiondepicts N_(I), initially connected through the first, initially appliedclutch. The upper dotted line represents the velocity profile of N_(I)while the first clutch is in a locked state before initiation of theshift. The bottom dotted line represents the velocity profile of N_(I)that must be achieved to synchronize N_(I) with the output speed of thesecond clutch. The transition between the two dotted lines representsthe change to input speed that must take place to accomplish the shift.The bottom section of FIG. 7 depicts input acceleration (N_(I) _(—)_(DOT)), or a derivative with respect to time of N_(I). N_(I) _(—)_(DOT) is described in this case as the input acceleration immediateprofile or the acceleration profile driven with a relatively quickreaction time by an electric machine or machines, and the term closelytracks actual N_(I) _(—) _(DOT). The input acceleration immediateprofile shows the change in the rate of speed which must be accomplishedin order to transition the N_(I) from an initial N_(I) at thesynchronous state with the first clutch to a target input speed at thesynchronous state with the second clutch. The initial flat portiondescribes the acceleration with which the input speed is increasedbefore the initiation of the shift, and this constant value reflects theslope of the input speed in the left portion of the top section of theFIG. 7. At the time of the initiation of the shift, based upon operatorinput such as pedal position and algorithms within the transmissioncontrol system, including determining a preferred operating range state,a determination is made regarding target input speed that will berequired to achieve synchronization and the target input accelerationprofile required to produce the requisite change in N_(I). A targetN_(I) _(—) _(DOT) based upon N_(O) and the target operating range stateafter the shift is completed, can be termed an input acceleration leadpredicted profile and describes the N_(I) _(—) _(DOT) that needs toexist after the inertia speed phase is completed. A method is disclosedto define an input acceleration immediate profile to effect changes inN_(I) in accordance with a synchronous shift through an inertia speedphase.

A profile defining N_(I) _(—) _(DOT) through an inertia speed phase isconfined by a number of variables. As described above, an initial N_(I)value and N_(I) _(—) _(DOT) value can be monitored or described at theoutset of the shift. A target N_(I) value and N_(I) _(—) _(DOT) valuecan be described based upon a desired operating range state, N_(O), anda measure of powertrain operation, such as a pedal position. Constraintsfor the transition between the initial values and the target valuesinclude physical characteristics of the engine in response to enginecommands and desired times to complete shifts. Changes to N_(I) solelyas a result of engine operation can span from wide-open throttleaggressively increasing N_(I) to completely cutting output of the engineaggressively decreasing N_(I). Engine commands can be modulated betweenthese extreme engine commands for resulting changes to N_(I) based upondesired shift characteristics. Changes to engine output can beaccomplished traditionally through changes to throttle settings.However, one having skill in the art will appreciate that such throttlechanges require large lead times, as described above, associated withthe mechanical changes that occur when an engine receives changes inengine commands. Alternatively, in a situation where engine output needsto be modulated by some moderate amount and for a transitory period, amethod is known whereby either spark timing or fuel injection timing canbe retarded to reduce engine output through a combustion cycle. Whilethis method achieves changes to engine output more quickly than changesto throttle commands and allows for the previous output of the engine tobe quickly restored, such changes reduce fuel efficiency by transferringless of the energy of combustion to work on the piston. However, intransitory periods such as a shift requiring moderate changes in N_(I),changes to engine output through spark or injection changes can bepreferable. Additionally, an electric machine or machines can be used toeither boost engine output or assist in pulling down engine speedthrough hybrid powertrain methods described above.

Constraints for the transition between the initial values and the targetvalues also include desired times to complete shifts. A total desiredspeed phase time can be defined based upon the context of powertrainoperation, for example, as described by an accelerator pedal position.For instance, a shift with a fully depressed accelerator pedal (100%pedal) implies a desire by an operator to accomplish shifts and anyassociated decrease in To as quickly as possible. A shift through a 0%pedal coast-down downshift implies that shift times can be relativelylonger without adversely affecting drivability. Additionally, an initialinput speed delta can be used to describe the degree of change in N_(I)required to accomplish the desired shift. The initial input speed deltadescribes a difference between the input speed at the instant theinertia speed phase is initiated versus an input speed that would berequired in at that instant if the powertrain were already in thedesired operating range state. Initial input speed delta can be modeled,located in look-up tables, or determined through a function based upon atarget input speed and an input acceleration lead predicted profile. Anexemplary initial input speed delta is illustrated in FIG. 7. Greaterinitial input speed deltas imply that greater changes to N_(I) will needto occur through the inertia speed phase, requiring either more drasticchanges to engine output or greater total desired speed phase times.

An exemplary method to set total desired speed phase time based uponaccelerator pedal position and initial input speed delta includes use ofa calibrated 2D look-up table. FIG. 11 illustrates in tabular form useof an exemplary 2D look-up table to determine inertia speed phase times,in accordance with the present disclosure. Accelerator pedal positionand the initial N_(I) delta allow projection of a change required inN_(I), as describe above, which, in turn, allows estimation of a totaldesired speed phase time. Values of the initial N_(I) delta in thelook-up table can span positive and negative values, allowing fordifferent calibrations according to upshifts and downshifts.

The preceding example describes an inertia speed phase from a fixed gearstate to another fixed gear state, in particular describing a processwhereby an N_(I) is changed to match a target speed. Similarly, aninertia speed phase can be used to match an N_(I) to a target speed in ashift either to a fixed gear state or transitioning through a fixed gearstate. Such a transition through a fixed gear state includes anexemplary transition between EVT Mode I and EVT Mode II through a secondfixed gear state as described above. FIG. 13 graphically illustrates anexemplary shift from one EVT mode to another EVT mode through a fixedgear state, in accordance with the present disclosure. The exemplaryshift depicted shows a shift from an EVT Mode I, with a correspondingN_(I) selected for operation in the mode, through a second fixed gear,and to an EVT Mode II, with a corresponding N_(I) selected for operationin the mode. As described above, in order to operate the on-comingclutch required for the transition to the second fixed gear, an inertiaspeed phase is required to match N_(I) to the output speed required inthe on-coming clutch. In either a shift from a mode to a fixed gear or ashift between modes through a gear, the transition from a single lockedclutch to two locked clutches without creating any slip in thetransitioning clutch requires matching N_(I) to a target speed. Anychange to N_(I) to match a target speed can be accomplished throughmethods described above, for instance implementing an input accelerationimmediate profile and related terms to control requisite changes toN_(I).

Once behavior of N_(I) at the initiation of the inertia speed phase,behavior of a target N_(I) based upon a desired operating range state,and a total desired speed phase time are established, a transitiondescribed by a input acceleration immediate profile can be described. Aswill be appreciated based upon any comparison of N_(I) values versustime, wherein different operating range states have differentprojections of N_(I) based upon N_(O), as is described by the dottedlines in the N_(I) portions of FIG. 7, inertia speed phase N_(I) curvesare likely to take an S-shape, with transitory sub-phases transitioningto and from the initial and target N_(I) and N_(I) _(—) _(DOT) valuesand a center sub-phase linking the sub-phases. By dividing an inertiaspeed phase into three sub-phases, necessary transitions to an inputacceleration immediate profile can be described. FIG. 12 describes anexemplary inertia speed phase divided into three sub-phases, inaccordance with the present disclosure. Sub-phase 1 describes atransition from the initial N_(I) and N_(I) _(—) _(DOT) values. A timeT₁ for the sub-phase 1 can be calculated through the following equation.

T₁=K₁*TotalDesiredSpeedPhaseTime   [2]

K₁ is a calibration between zero and one describing a desired behaviorof N_(I). K₁ can be a variable term, set by indications of the contextof powertrain operation describing required properties of the shift, orK₁ can be a fixed calibrated value. Sub-phase 3 describes a transitionto the target N_(I) and N_(I) _(—) _(DOT) values. A time T₃ for thesub-phase 3 can be calculated through the following equation.

T₃=K₃*TotalDesiredSpeedPhaseTime   [3]

K₃ is a calibration between zero and one describing a desired behaviorof N_(I) and can be set by methods similar to K₁. Sub-phase 2 describesa transition between sub-phases 1 and 3. A time T₂, as the remainingportion of the total desired speed phase time to be set after T₁ and T₃are defined, can be calculated through the following equation.

T₂=TotalDesiredSpeedPhaseTime−T₁−T₃   [4]

Sub-phase 2 is depicted as a straight line in the exemplary data of FIG.12. It will be appreciated that a curved transition can be defined inthe sub-phase 2 region depending upon the total desired speed phase timeand the behavior of the exemplary powertrain. However, a straight lineas depicted can be preferable. The slope of the N_(I) curve in sub-phase2 describes the peak speed phase input acceleration that must beachieved in order to accomplish the desired inertia speed phase in thetotal desired speed phase time. In the exemplary method where N_(I) _(—)_(DOT) through sub-phase 2 is a constant value, this peak speed phaseinput acceleration can be calculated through the following exemplaryequations.

$\begin{matrix}{{{PeakSpeedPhaseInputAccel}.} = {\frac{K_{\alpha}*\left( {N_{I\_ TARGET} - N_{I\_ INIT}} \right)}{TotalDesiredSpeedPhaseTime} + K_{\beta}}} & \lbrack 5\rbrack \\{K_{\alpha} = \frac{1}{1 - \frac{K_{1}}{2} - \frac{K_{3}}{2}}} & \lbrack 6\rbrack \\{K_{\beta} = {K_{\alpha}*\frac{K_{1}}{2}}} & \lbrack 7\rbrack\end{matrix}$

By describing behavior of N_(I) _(—) _(DOT) required through stages ofthe inertia speed phase, an input acceleration immediate profile can bedefined to operate NI changes in an inertia speed phase.

As described above, reaction times in engines to control commands tendto be slow relative to reaction times of other components of apowertrain. As a result, engine commands issued to an enginesimultaneously to an input acceleration immediate profile would includea resulting lag in changes to N_(I). Instead, a method is additionallydisclosed, wherein an input acceleration lead immediate profile isdefined based upon a lead period describing the reaction time of theengine. Such a lead period can be the same lead period as calculated inequation (1) above or can be calculated separately based upon thespecific behavior of the engine in an inertia speed phase. For instance,because there is no direct implication of electric machine operation inN_(I) _(—) _(DOT), the lead period for the input acceleration leadimmediate profile can include a factor for an electric machine helpingto change N_(I) _(—) _(DOT) more quickly than the engine could inisolation. The input acceleration lead immediate profile depicted inFIG. 7 includes a portion of the lead profile before the start of theinertia speed phase. In the case of a shift from a fixed gear state,wherein after a shift is initiated, an unlocking event in an off-goingclutch must occur, the time period during the unlocking event provides aperiod wherein commands can be issued to the engine in advance of adesired change in N_(I). This lead in advance of the inertia speed phaseis beneficial in maintaining inertia speed phases to a total desiredspeed phase time, in accordance with the determinations described above.In circumstance where no or an insufficient lead period is available toallow an input acceleration lead immediate profile to effect enginechanges according to the input acceleration immediate profile, anadjustment can be made to the inertia speed phase to compensate for thereaction time of the engine and the resulting lag in changes to N_(I).Circumstances where no lead is possible includes a shift starting froman exemplary EVT mode, wherein only one clutch is initially engaged, andthe inertia speed phase can start immediately upon command. In such acircumstance, the initiation of the inertia speed phase can be delayedafter commands are issued to the engine in accordance with thedetermined lead time.

The above methods describe torque management processes as a comparisonof positive values. It will be appreciated by one having ordinary skillin the art that clutch torques are described as positive and negativetorques, signifying torques applied in one rotational direction or theother. The above method can be used in either positive or negativetorque applications, where the magnitudes of the torques are modulatedin such a way that the magnitude of the applied reactive torque does notexceed the magnitude of the torque capacity for a particular clutch.

FIG. 8 graphically illustrates an instance in which an inputacceleration lead immediate has been determined for engine controlthrough an inertia speed phase, and additionally, a corresponding inputacceleration immediate profile has been determined for electric machinecontrol through the inertia speed phase. In an instance where negativeN_(I) _(—) _(DOT) or deceleration is occurring to the engine in aninertia speed phase, this condition is most commonly an instance wherethe engine is simply being allowed to slow down by internal frictionaland pumping forces within the engine. However, when an electric machineis decelerating, this condition is most commonly accomplished with theelectric machine still under power, or conversely, operating in agenerator mode. Because the electric machine is still operating undersystem control and with implications with the rest of vehicle's systems,the motor is still subject to systemic restraints, for instance, batterypower available to drive the motor. FIG. 8 imposes such a systemicrestraint in the minimum input acceleration constraint. Where such arestraint interferes with the input acceleration immediate, algorithmswithin the electric machine control system modify the input accelerationimmediate to accommodate the constraint. Once the constraint no longerlimits electric machine operation within the input accelerationimmediate, the algorithm operates to recover the N_(I) _(—) _(DOT) tothe effect the desired changes to N_(I).

FIG. 9 shows a control system architecture for controlling and managingtorque and power flow in a powertrain system having multiple torquegenerative devices, described hereinbelow with reference to the hybridpowertrain system shown in FIGS. 1 and 2, and residing in theaforementioned control modules in the form of executable algorithms andcalibrations. The control system architecture can be applied to anypowertrain system having multiple torque generative devices, including,e.g., a hybrid powertrain system having a single electric machine, ahybrid powertrain system having multiple electric machines, andnon-hybrid powertrain systems.

The control system architecture of FIG. 9 depicts a flow of pertinentsignals through the control modules. In operation, the operator inputsto the accelerator pedal 113 and the brake pedal 112 are monitored todetermine the operator torque request (‘T_(O) _(—) _(REQ)’). Operationof the engine 14 and the transmission 10 are monitored to determine theinput speed (‘N_(I)’) and the output speed (‘N_(O)’). A strategicoptimization control scheme (‘Strategic Control’) 310 determines apreferred input speed (‘N_(I) _(—) _(DES)’) and a preferred engine stateand transmission operating range state (‘Hybrid Range State Des’) basedupon the output speed and the operator torque request, and optimizedbased upon other operating parameters of the hybrid powertrain,including battery power limits and response limits of the engine 14, thetransmission 10, and the first and second electric machines 56 and 72.The strategic optimization control scheme 310 is preferably executed bythe HCP 5 during each 100 ms loop cycle and each 25 ms loop cycle.

The outputs of the strategic optimization control scheme 310 are used ina shift execution and engine start/stop control scheme (‘Shift Executionand Engine Start/Stop’) 320 to command changes in the transmissionoperation (‘Transmission Commands’) including changing the operatingrange state. This includes commanding execution of a change in theoperating range state if the preferred operating range state isdifferent from the present operating range state by commanding changesin application of one or more of the clutches C1 70, C2 62, C3 73, andC4 75 and other transmission commands. The present operating range state(‘Hybrid Range State Actual’) and an input speed profile (‘N_(I) _(—)_(PROF)’) can be determined. The input speed profile is an estimate ofan upcoming input speed and preferably comprises a scalar parametricvalue that is a targeted input speed for the forthcoming loop cycle. Theengine operating commands and the operator torque request are based uponthe input speed profile during a transition in the operating range stateof the transmission.

A tactical control scheme (‘Tactical Control and Operation’) 330 isrepeatedly executed during one of the control loop cycles to determineengine commands (‘Engine Commands’) for operating the engine, includinga preferred input torque from the engine 14 to the transmission 10 basedupon the output speed, the input speed, and the operator torque requestand the present operating range state for the transmission. The enginecommands also include engine states including one of an all-cylinderoperating state and a cylinder deactivation operating state wherein aportion of the engine cylinders are deactivated and unfueled, and enginestates including one of a fueled state and a fuel cutoff state.

A clutch torque (‘T_(CL)’) for each clutch is estimated in the TCM 17,including the presently applied clutches and the non-applied clutches,and a present engine input torque (‘T_(I)’) reacting with the inputmember 12 is determined in the ECM 23. A motor torque control scheme(‘Output and Motor Torque Determination’) 340 is executed to determinethe preferred output torque from the powertrain (‘T_(O) _(—) _(CMD)’),which includes motor torque commands (‘T_(A)’, ‘T_(B)’) for controllingthe first and second electric machines 56 and 72 in this embodiment. Thepreferred output torque is based upon the estimated clutch torque(s) foreach of the clutches, the present input torque from the engine 14, thepresent operating range state, the input speed, the operator torquerequest, and the input speed profile. The first and second electricmachines 56 and 72 are controlled through the TPIM 19 to meet thepreferred motor torque commands based upon the preferred output torque.The motor torque control scheme 340 includes algorithmic code which isregularly executed during the 6.25 ms and 12.5 ms loop cycles todetermine the preferred motor torque commands.

FIG. 10 is a schematic diagram exemplifying data flow through a shiftexecution, describing more detail exemplary execution of the controlsystem architecture such as the system of FIG. 9 in greater detail, inaccordance with the present disclosure. Powertrain control system 400 isillustrated comprising several hybrid drive components, including anengine 410, an electric machine 420, and clutch hydraulics 430. Controlmodules strategic control module 310, shift execution module 450, clutchcapacity control module 460, tactical control and operation module 330,output and motor torque determination module 340, and clutch controlmodule 490, are illustrated, processing information and issuing controlcommands to engine 410, electric machine 420, and clutch hydraulics 430.These control modules can be physically separate, can be groupedtogether in a number of different control devices, or can be entirelyperformed within a single physical control device. Module 310, astrategic control module, performs determinations regarding preferredpowertrain operating points and preferred operating range states asdescribed in FIG. 9. Module 450, a shift execution module, receivesinput from strategic control module 310 and other sources regardingshift initiation. Module 450 processes inputs regarding the reactivetorque currently transmitted through the clutch and the preferredoperating range state to be transitioned to. Module 450 then employsprogramming, determining parameters for the execution of the shift,including hybrid range state parameters describing the balance of inputtorques required of the torque providing devices, details regarding atarget input speed and input acceleration lead predicted required toexecute the transition to the preferred operating range state, an inputacceleration lead immediate as previously described, and clutch reactivetorque lead immediate minimum and maximum and clutch reactive torqueimmediate minimum and maximum values as previously described. Frommodule 450, clutch reactive torque parameters and hybrid range stateinformation are fed to clutch capacity control module 460, lead controlparameters and signals are fed to tactical control and operation module330, and immediate control parameters and signals are fed to output andmotor torque determination module 340. Clutch capacity control module460 processes reactive torque and hybrid range state information andgenerates logic describing clutch reactive torque limits enabling enginecontrol through module 330, electric machine control through module 340,and clutch control through module 490, in accordance with methodsdescribed herein. Tactical control and operation module 330 includesmeans to issue torque requests and execute limits upon input torquesupplied from engine 410, and feed, additionally, describe the inputtorque supplied from the engine to module 340 for use in control ofelectric machine 420. Output and motor torque determination module 340likewise receives and processes information to issue electric machinetorque requests to electric machine 420. Additionally, module 340generates clutch reactive torque commands for use by clutch controlmodule 490. Module 490 processes information from modules 460 and 340and issues hydraulic commands in order to achieve the required clutchtorque capacity required to operate the transmission. This particularembodiment of data flow illustrates one possible exemplary process bywhich a vehicular torque generative devices and related clutches can becontrolled in accordance with the method disclosed herein. It will beappreciated by one having ordinary skill in the art that the particularprocess employed can vary, and this disclosure is not intended tolimited to the particular exemplary embodiment described herein.

The above methods describe data presenting in idealized curves,describing data monitored at a fine resolution sufficient tosubstantially track the relevant N_(I) values and other terms requiredto control the powertrain. However, it will be appreciated that data isnot necessarily monitored in a powertrain with such fine resolution.Additionally, different data sets can be monitored at different samplerates. Filters are known in the art to smooth noisy or low resolutiondata. However, such filters are known to introduce lag in the datagenerated. The methods described above, in particular wherein datamonitored is utilized to determine appropriate reactions and issuecommands to the engine, electric machines, clutches, or other parts ofthe powertrain can preferably include a sensor delay factor indicativeof a sensor monitoring lag or filter lag and coordination according todata processing methods known in the art.

It is understood that modifications are allowable within the scope ofthe disclosure. The disclosure has been described with specificreference to the preferred embodiments and modifications thereto.Further modifications and alterations may occur to others upon readingand understanding the specification. It is intended to include all suchmodifications and alterations insofar as they come within the scope ofthe disclosure.

1. Method for controlling a powertrain comprising an electromechanicaltransmission mechanically-operatively coupled to an internal combustionengine and an electric machine adapted to selectively transmitmechanical power to an output member, the method comprising: executing ashift; determining a plurality of input acceleration profiles forcontrolling the engine and electric machine; determining an input speedprofile; and controlling operation of the engine and the electricmachine based upon the input speed profile.
 2. The method of claim 1,wherein determining a plurality of input speed acceleration profilescomprises: determining an input acceleration lead immediate profilebased upon a desired transition of an input speed; and determining aninput acceleration immediate profile based upon said input accelerationlead immediate profile and delayed based upon a lead period calibratedto reaction times of torque generating devices within said powertrain.3. The method of claim 1, wherein determining a plurality of input speedacceleration profiles comprises: determining an input accelerationimmediate profile based upon transitioning from an initial input speedto a target input speed and based upon an input acceleration leadpredicted profile; and determining an input acceleration lead immediateprofile, wherein said input acceleration immediate profile is delayedfrom said input acceleration lead immediate profile based upon a leadperiod calibrated to reaction times of said engine and said electricmachine.
 4. The method of claim 3, wherein determining said inputacceleration immediate profile comprises: determining a total desiredspeed phase time; determining a first sub-phase time based upon saidtotal desired speed phase time; determining a third sub-phase time basedupon based upon said total desired speed phase time; determining asecond sub-phase time based upon said total desired speed phase time,said first sub-phase time, and said third sub-phase time; anddetermining said input acceleration immediate profile based upon saidfirst sub-phase time, said second sub-phase time, said third sub-phasetime, and a peak speed phased input acceleration.
 5. The method of claim1, wherein said input speed profile includes an S-shaped profile basedupon transitioning from an initial input speed to a target input speedand based upon an input acceleration lead predicted profile.
 6. Methodfor controlling a powertrain comprising an electromechanicaltransmission mechanically-operatively coupled to an internal combustionengine and an electric machine adapted to selectively transmitmechanical power to an output member, said method comprising: monitoringan accelerator pedal position; monitoring an input speed; monitoring anoutput speed; commanding a shift to a desired operating range statecomprising an inertia speed phase; determining an input accelerationimmediate profile for controlling the engine based upon said inputspeed, said desired operating range state, said accelerator pedalposition, and said output speed; and controlling operation of saidengine based upon said input acceleration immediate profile.
 7. Themethod of claim 6, further comprising controlling operation of saidelectric machine based upon said input acceleration immediate profile.8. The method of claim 6, further comprising controlling operation of aplurality of electric machines based upon said input accelerationimmediate profile.
 9. The method of claim 6, wherein controllingoperation of said engine includes a lead period based upon reactiontimes of said engine to engine commands to effect said inputacceleration immediate profile.
 10. The method of claim 6, whereindetermining said input acceleration immediate profile for controllingthe engine includes a sensor delay factor.
 11. The method of claim 6,wherein determining said input acceleration immediate profile forcontrolling the engine comprises: determining a total desired speedphase time based upon said accelerator position, said input speed, andsaid desired operating range state; and determining said inputacceleration immediate profile utilizing sub-phases describing saidinertia speed phase.
 12. The method of claim 11, wherein determiningsaid input acceleration immediate profile utilizing said sub-phasescomprises: determining a target input speed based upon said desiredoperating range state and said output speed; determining a inputacceleration lead predicted profile based upon said desired operatingrange state and said output speed; determining a first sub-phasedescribing a transition from an initial input speed and initial inputacceleration; determining a third sub-phase describing a transition tosaid target input speed and said input acceleration lead predictedprofile; and determining a second sub-phase based upon said firstsub-phase, said second sub-phase, and said total desired speed phasetime.
 13. The method of claim 12, wherein defining said second sub-phasecomprises: defining a peak speed phase input acceleration based uponsaid target input speed, said input speed, and said total desired speedphase time.
 14. Apparatus for controlling a powertrain comprising anelectromechanical transmission mechanically-operatively coupled to aninternal combustion engine and an electric machine adapted toselectively transmit mechanical power to an output member, saidapparatus comprising: a selectively applied clutch within saidtransmission transmitting torque from an input member to said outputmember; and a shift execution module, including programming, in thecourse of executing said shift, effective to determine a plurality ofinput acceleration profiles for controlling the engine and the electricmachine, determine an input speed profile, and control operation of theengine and the electric machine based upon the input speed profile. 15.The apparatus of claim 14, wherein said programming effective todetermine said plurality of input acceleration profiles comprisesprogramming effective to: determine an input acceleration immediateprofile based upon transitioning from an initial input speed to a targetinput speed and based upon an input acceleration lead predicted profile;and determine an input acceleration lead immediate profile, wherein saidinput acceleration immediate profile is delayed from said inputacceleration lead immediate profile based upon a lead period calibratedto reaction times of said engine and said electric machine.
 16. Theapparatus of claim 15, wherein said programming effective to determinesaid input acceleration immediate profile comprises programmingeffective to: determine a total desired speed phase time; determine afirst sub-phase time based upon said total desired speed phase time;determine a third sub-phase time based upon based upon said totaldesired speed phase time; determine a second sub-phase time based uponsaid total desired speed phase time, said first sub-phase time, and saidthird sub-phase time; and determine said input acceleration immediateprofile based upon said first sub-phase time, said second sub-phasetime, said third sub-phase time, and a peak speed phased inputacceleration.